Drive Unit and Drive Assembly

Abstract

A drive unit and a drive assembly for the drive train of an electrically powered motor vehicle, in particular a hybrid motor vehicle, are provided, which ensure optimal operation in an economical design and in a space-saving manner. The drive unit 1 is designed for the drive train of an electrically powered motor vehicle and comprises a first electric rotating machine 20 designed for generator operation, a second electric rotating machine 30 designed for drive motor operation, and a transmission 40. The rotor 21 of the first electric rotating machine 20 is designed for direct mechanical coupling to an output element 71 of an internal combustion engine 70, and the rotor 31 of the second electric rotating machine 30 is rotationally coupled or can be rotationally coupled to an input 41 of the transmission 40, without any torque transmission connection between the first electric rotating machine 20 and the transmission 40.

Description

[Technical field]

[0001] The present invention relates to a drive unit and a drive assembly for the drive train of an electrically powered motor vehicle, in particular a hybrid motor vehicle. [Background technology]

[0002] Various drive units are known from the background art which are integrated into a drive assembly or drive train and which use an internal combustion engine and two electric machines. Corresponding constructions of such type are known, for example, from US patent application 2016 / 0218584(A1).

[0003] German Patent No. 11 2015 006 071 (T5) discloses a hybrid vehicle drive system including a generator capable of generating electric energy using the power of an internal combustion engine, an electric motor driven by the electric energy to drive wheels, a housing that accommodates the generator and the electric motor, and a power control device that controls the generator and the electric motor. The generator and the electric motor are arranged side by side on the same axis within the housing.

[0004] WO 2019 / 101264(A1) discloses a drive train for a hybrid vehicle, the drive train comprising a transmission input shaft operatively connected to a first electric machine and an internal combustion engine via a first sub-drive train to transmit torque, and operatively connected to a second electric machine via a second sub-drive train to transmit torque. The two electric machines are arranged coaxially and axially adjacent to each other.

[0005] EP 1502791 B1 and EP 1847411 B1 each disclose a hybrid transmission for a hybrid vehicle with several electric rotating machines, the electric machines being arranged radially embedded inside one another, the radially outer electric rotating machine being designed as an outer rotor in this case.

[0006] A drive system for a motor vehicle is also known, for example, from DE 10 19 132 941. This application relates to a drive unit for the drive train of a motor vehicle capable of electric drive, in particular a hybrid vehicle, which drive unit comprises a first electric rotating machine and a second electric rotating machine as well as a first shaft and a second shaft. The rotor of the first electric rotating machine is connected in a rotationally fixed manner to the first shaft and the rotor of the second electric rotating machine is connected in a rotationally fixed manner to the second shaft. The drive unit further comprises a separating clutch which makes the rotor of the first electric rotating machine connectable or connects it to the second shaft for torque transmission.

[0007] Nissan Motor Co. has unveiled its "e-POWER" configuration, which uses both a generator and an electric motor between the internal combustion engine and the drive wheels.

[0008] In previously published hybrid drives with two electric rotating machines, the output of the internal combustion engine is usually mechanically coupled to the drive, e.g. the drive shaft, of a vehicle equipped with a hybrid transmission. In many designs, a separating clutch is used for this purpose.

[0009] This embodiment has the advantage that parallel operation of the drive units or even a vehicle drive powered purely by an internal combustion engine can be implemented, especially for vehicles with provisions for continuous driving operation at speeds above 130 km / h, since the efficiency of electric drives usually decreases with increasing speed.

[0010] However, integrating a drive unit with multiple electric rotating machines to form a drive assembly for a hybrid vehicle has a stringent installation space requirement.

[0011] A drive assembly that is particularly short in the axial direction is particularly advantageous when such a drive unit is used in a so-called front-transverse arrangement in a motor vehicle, in which an electric rotating machine and an internal combustion engine are used as a front-wheel drive unit, and the respective rotation axes of the electric rotating machine and the internal combustion engine are arranged transversely to the longitudinal direction of the motor vehicle. Summary of the Invention [Problem to be solved by the invention]

[0012] Based on the above, it is an object of the present invention to provide a drive unit, which ensures optimal operation in an economical design and in a space-saving manner, as well as a drive assembly equipped with such a drive unit. [Means for solving the problem]

[0013] This object is achieved by a drive unit according to the invention as claimed in claim 1. Advantageous embodiments of the drive unit are recited in dependent claims 2 to 9. Also provided is a drive assembly comprising a drive unit as claimed in claim 10.

[0014] The features of the claims may be combined in any manner that is technically useful, and the illustrations from the following description as well as the features from the drawings may also be taken into consideration for this purpose, including auxiliary embodiments of the invention.

[0015] In the context of the present invention, the terms "axial" and "radial" always refer to the axis of rotation of the electric rotating machine of the drive unit.

[0016] The invention relates to a drive unit for the drive train of an electrically powered motor vehicle, the drive unit comprising a first electric rotating machine designed for generator operation, a second electric rotating machine designed for drive motor operation, and a transmission, the rotor of the first electric rotating machine being designed for direct mechanical coupling to an output element of an internal combustion engine, the rotor of the second electric rotating machine being coupled or coupleable in a rotationally fixed manner to an input of the transmission, and no torque transmission connection being present between the first electric rotating machine and the transmission.

[0017] This drive unit can be characterized as a so-called hybrid transmission.

[0018] This means that the drive unit is configured to establish a direct mechanical connection, torque-locked, in particular a permanent connection, for example a fixed screw connection, or to implement a torque transmission path, only between the first electric machine and the internal combustion engine, in which case it is irrelevant whether mechanical elements, which cannot influence the magnitude or rotational speed of the transmitted torque, are arranged between the first electric rotating machine or its rotor and the internal combustion engine or its output.

[0019] The transmission of torque from the electric rotating machine and / or the internal combustion engine to the transmission is precluded by design.

[0020] The presence of an internal combustion engine allows a first electric rotating machine to be operated in generator mode by providing a torque from the internal combustion engine. The electric energy thereby generated can be provided to a second electric rotating machine, either directly or via temporary storage in a battery, for propulsion of the vehicle, the transmission stepping up or stepping down the rotation of the rotor of the second electric rotating machine. In this way, the drive wheels of a vehicle equipped with a drive unit can be driven.

[0021] The fact that there is no clutch and no further elements for transmitting torque between the first electric rotating machine and the transmission or between the internal combustion engine and the transmission is advantageous in terms of installation space and the complexity of manufacturing the required individual components and assembling them.

[0022] In one particular embodiment, the entire drive unit may be implemented without a clutch.

[0023] A particularly compact design of the hybrid vehicle drive train can therefore be implemented.

[0024] The stator of the first electric rotating machine is rigidly connected to and in some areas formed from the housing of the drive unit.

[0025] The internal combustion engine has a torque-locked connection, advantageously by means of a drive shaft, to a first electric rotating machine designed as a generator, in particular, it being provided that there is no gear ratio between the internal combustion engine and the first electric rotating machine.

[0026] Thus, a two-electric-machine transmission for a series vehicle is in particular provided with two electric rotating machines arranged coaxially with respect to one another, one of which is designed as a generator and the other as a drive machine. Since the internal combustion engine is not coupled to the wheels of the vehicle, it becomes unnecessary to arrange an otherwise conventional clutch, as well as an actuating device for engaging the clutch.

[0027] In particular, the first electric rotating machine may be designed as an internal rotor machine.

[0028] In an alternative embodiment, the first electric rotating machine is designed as an external rotor machine.

[0029] In both embodiments, it is advantageously provided that the rotor of the first electric rotating machine is directly connected, in particular bolted, to the crankshaft of the internal combustion engine.

[0030] Alternatively or additionally, it may be provided that the second electric rotating machine is designed as an internal rotor machine or as an external rotor machine.

[0031] The embodiment of the rotor of the first electric rotating machine as an internal rotor is particularly conceivable when a relatively low mass moment of inertia is sufficient to reduce rotational roughness or torque fluctuations in an internal combustion engine.

[0032] One of the two electric rotating machines can be arranged at least partially radially and axially in a region radially bounded by the other corresponding electric rotating machine, resulting in an embodiment that is particularly compact in the axial direction.

[0033] To use as many identical parts as possible, it is advantageous if the first electric rotating machine has a rotor designed as an internal rotor and the second electric rotating machine has a rotor similarly designed as an internal rotor, or alternatively, both rotors may be designed as external rotors.

[0034] The rotor of the first electric rotating machine can advantageously be designed as a flywheel for operating an internal combustion engine.

[0035] In this case, the mass moment of inertia of the rotor of the first electric machine can therefore be used to operate the internal combustion engine, which can reduce rotational fluctuations or torque fluctuations in the internal combustion engine. This embodiment is particularly conceivable if the rotor of the first electric rotating machine is implemented as an external rotor and has a correspondingly large mass moment of inertia.

[0036] Furthermore, the mass moment of inertia of the rotor of the first electric rotating machine can be used in particular during starting of the internal combustion engine.

[0037] The rotation axes of the rotors of the electric rotating machine may be arranged parallel or coaxially.

[0038] In one particular embodiment, it is provided that the rotation axes of the rotors of the electric rotating machine are arranged coaxially.

[0039] In a further advantageous embodiment of the drive unit it is provided that the first electric rotating machine is arranged in a generator compartment spatially separated from the transmission.

[0040] This has the advantage that the generator compartment can be temperature controlled essentially independently of the transmission or the second electric rotating machine, and in particular if the first electric rotating machine is implemented with oil or water cooling, the generator compartment can be at least partially filled with a medium, for example oil or water.

[0041] In an alternative embodiment, the generator compartment may also be designed as a dry space. This is particularly possible if the first electric rotating machine is equipped with a water-cooled stator, as a result of which no additional cooling is necessary. This embodiment has the advantage that no leaks can occur in the generator compartment and, as a result, there are no pressure losses due to the required media distribution, which is accompanied by an increase in efficiency. The transmission may be arranged in the gear compartment, in particular the second electric rotating machine may also be arranged in the gear compartment.

[0042] Additionally, the second electric rotating machine may also be spatially separated from the transmission.

[0043] Locating each electric rotating machine in a dry space also has advantages in terms of assembly, since little or no measures need to be taken to seal the electric rotating machine from the transmission.

[0044] Advantageously, the transmission comprises a first gear ratio stage and a second gear ratio stage coupled to the transmission.

[0045] The gear ratio stages are designed in particular on the basis of gear pairs which may be designed as components of a planetary gear unit or a planetary gear arrangement.

[0046] In alternative embodiments, the transmission may have only one gear ratio, or more than two gear ratios.

[0047] However, it is also possible to implement step-down using gear ratio stages.

[0048] Furthermore, the transmission may have a differential gear coupled to the second gear ratio stage in a torque-locked manner, the output element of the differential gear being a drive shaft or a drive element of a motor vehicle equipped with the drive unit.

[0049] The output wheel of the first gear ratio stage and the drive wheel of the second gear ratio stage may be arranged on an intermediate shaft of the transmission so as to allow a particularly low-wear torque transmission.

[0050] To increase the efficiency of the drive unit, the first electric rotating machine and / or the second electric rotating machine may be configured to be cooled by a fluid.

[0051] In particular, oil cooling, water cooling or a combination thereof may be provided. If the second electric rotating machine is purely water cooled, it is advantageous to seal it off from the oil-filled gear compartment.

[0052] Particularly in vehicles with a lot of electric drive and infrequent generator operation, cooling the two electric rotating machines separately has the advantage that when the first electric rotating machine is not being used as a generator, its cooling operation can be turned off or reduced to minimize energy losses.

[0053] To implement the different operating modes, the two electric rotating machines may be electrically connected to each other or may be connected to each other by means of an electrical storage element.

[0054] In a further embodiment, the two electric rotating machines may be indirectly electrically coupled to each other via power electronics.

[0055] Thus, in the first described embodiment, there is a direct electrical connection between the two electric rotating machines, so that electrical energy generated by the first electric rotating machine during generator operation can be provided, optionally via power electronics, to the second electric rotating machine for performing motor operation.

[0056] In this way, stored electrical energy is not needed to operate the internal combustion engine.

[0057] In the second mentioned option, electrical energy is initially generated during operation of the internal combustion engine, this energy is stored in a storage element, for example a battery, and from there can be provided to a second electric rotating machine at a later point in time for performing motor operation.

[0058] Generally, in this case, a combined operation of the two previous options is also possible, i.e. generator operation of the first electric rotating machine and simultaneous powering of the second electric rotating machine by charging the storage element. Furthermore, this allows an increase or shifting of the load point, ensuring a higher level of efficiency during operation of the drive unit.

[0059] Another aspect of the invention is a drive assembly comprising the drive unit described above and an internal combustion engine, the internal combustion engine being directly coupled in a rotationally fixed manner to a rotor of a first electric rotating machine by an output element of the internal combustion engine.

[0060] Therefore, the drive assembly is designed such that no clutch or vibration damper is disposed between the first electric rotating machine and the internal combustion engine.

[0061] This drive assembly has the advantage that it can be designed advantageously in terms of installation space and costs, since units requiring more installation space or costs, such as clutches or vibration dampers, can be omitted between the internal combustion engine and the first electric rotating machine.

[0062] In particular, it is provided that no gear stages or gear ratios and / or splines are arranged between the rotor of the first electric rotating machine and the internal combustion engine.

[0063] Since there is no mechanical connection between the output elements of the internal combustion engine, in particular the crankshaft of the internal combustion engine, and the transmission for the transmission of the torque provided by the internal combustion engine, there is no need to damp the oscillatory rotational motion or torque fluctuations from the internal combustion engine, and therefore there is no need to place a torsional vibration damper at the output of the internal combustion engine.

[0064] The drive assembly thus enables purely serial operation of the drive units and therefore also operation of the hybrid vehicle in a so-called range extender mode, in which chemical energy from the fuel is converted into electrical energy and provided to drive the vehicle in order to increase the range.

[0065] In particular, if the rotor of the first electric rotating machine has a sufficiently large mass moment of inertia, the rotor of the first electric rotating machine can function as a flywheel for the internal combustion engine.

[0066] The drive assembly is particularly advantageously used in vehicles designed for long-distance operation below 130 km / h, which can easily dispense with vehicle drive from the internal combustion engine while ensuring vehicle propulsion by the second electric rotating machine, thus eliminating the need for a separating clutch for mechanically coupling the output of the internal combustion engine to the transmission or drive shaft, and the associated actuation devices.

[0067] When operating a motor vehicle, in particular a hybrid vehicle, equipped with a drive assembly according to the invention, comprising a drive unit according to the invention and an internal combustion engine, the following driving operating modes are, for example, valid:

[0068] -Electric drive and regeneration: The second electric rotating machine is operated as a traction machine or as a generator The internal combustion engine and the first electric rotating machine are not operating.

[0069] -Series drive and charging: The internal combustion engine is started by the first electric rotating machine, which can drive the first electric rotating machine so that the first electric rotating machine is operated as a generator to charge the vehicle battery, and the second electric rotating machine is operated as a traction machine.

[0070] The driving strategy in the so-called range extender mode is based on drawing electrical energy for propulsion mainly from the vehicle battery and the internal combustion engine driving a first electric rotating machine, thus extending the range of the vehicle in which mechanical energy is converted into electrical energy.

[0071] The above-mentioned invention will be described in detail below against the important technical background with reference to the attached drawings showing preferred embodiments. It should be noted that the present invention is in no way limited by the drawings which are purely schematic, and the embodiments shown in the drawings are not limited to the dimensions shown. [Brief description of the drawings]

[0072] [Figure 1] FIG. 2 is a schematic diagram of a drive assembly having a drive unit of the first embodiment; [Diagram 2] FIG. 4 is a schematic diagram of a drive assembly having a drive unit according to a second embodiment. [Diagram 3] FIG. 11 is a cross-sectional view of a drive assembly having a drive unit according to a second embodiment. [Figure 4] FIG. 2 is a schematic diagram of a cooling system for a drive assembly having a drive unit. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0073] First, a drive unit 1 and a drive assembly 2 will be described with reference to the schematic diagrams of FIGS.

[0074] The drive unit 1 shown in these figures comprises a first electric rotating machine 20 and a second electric rotating machine 30 arranged in a housing 10 .

[0075] The first electric rotating machine 20 of the drive unit 1 shown in FIG. 1 is designed as an external rotor machine, whereby the rotor 21 of the first electric rotating machine 20 is arranged radially outside the stator 22 of the first electric rotating machine 20.

[0076] The first electric rotating machine 20 of the drive unit 1 shown in FIG. 2 is designed as an internal rotor machine, whereby the rotor 21 of the first electric rotating machine 20 is arranged radially inside the stator 22 of the first electric rotating machine 20.

[0077] The second electric rotating machine is designed as an internal rotor machine in both exemplary embodiments shown in Figures 1 and 2, whereby the rotor 31 of the second electric rotating machine 30 is arranged radially inside the stator 32 of the second electric rotating machine 30.

[0078] In both exemplary embodiments shown in FIG. 1 and FIG. 2, the rotating shaft 23 of the first electric rotating machine 20 and the rotating shaft 33 of the second electric rotating machine 30 are arranged coaxially.

[0079] To form the drive assembly 2, the rotor 21 of the first electric rotating machine 20 is directly coupled to an output element 71 of the internal combustion engine 70. In particular, this output element 71 may be the crankshaft of the internal combustion engine 70.

[0080] This means that the internal combustion engine 70 or its output element 71 is connected to the rotor 21 of the first electric rotating machine 20 by a direct connection 80 and, as a consequence, without modifying the torque, in particular without intermediate engagement of a clutch or transmission and in particular without intermediate engagement of torque transmission elements having circumferential clearance.

[0081] This allows the drive unit 1 or drive assembly 2 to be designed in a very space-saving manner, especially in the axial direction.

[0082] The rotor 31 of the second electric rotating machine 30 is connected in a rotationally fixed manner to a shaft 42 forming an input 41 of a transmission 40 .

[0083] This allows the torque provided by the second electric rotating machine 30 to be transmitted to the illustrated transmission 40 .

[0084] The transmission 40 has a first ratio stage 43 and a second ratio stage 44. The first ratio stage 43 is mounted on the shaft 42 via a first gear wheel 51 and on the intermediate shaft 50 via a second gear wheel 52 which meshes with the intermediate shaft 50. The shaft 42 is mounted in the housing 10 by means of pivot bearings.

[0085] The second gear ratio stage 44 is implemented via a third gear wheel 53 arranged on the intermediate shaft 50 and a drive element 61 of a differential gear 60 having external toothing that meshes with the toothing of the third gear wheel 53.

[0086] In this manner, the torque provided by the second electric rotating machine 30 can be transmitted to the differential gear 60 via the transmission 40, and the torque is supplied from the differential gear to the wheel drive shafts 62.

[0087] There is an electrical connection 90 between the first electric rotating machine 20 and the second electric rotating machine 30, which advantageously includes a battery (not shown here) as an energy storage element and / or power electronics (not shown here).

[0088] The drive assembly 2 allows the first electric rotating machine 20 to be driven as a generator during operation of the internal combustion engine 70, thus converting mechanical energy into electrical energy. This electrical energy may be provided via an electrical connection 90 of the second electric rotating machine 30, which converts electrical energy into mechanical energy and generates torque during operation of the electric motor. This torque may be used for the propulsion of the vehicle.

[0089] In this case, it is not assumed that the torque from the first electric rotating machine 20 is provided by an electric motor and used for propulsion of the vehicle, so that the installation space requirements of a drive assembly 2 designed in this way are very low, since no torque-influencing transmission elements are required between the first electric rotating machine 20 and the output and / or between the first electric rotating machine 20 and the internal combustion engine 70.

[0090] In an advantageous design with a storage element, the electrical energy generated by the first electric rotating machine 20 can be stored intermediately before being converted into mechanical energy by the second electric rotating machine 30 .

[0091] Furthermore, this allows for an increase or shifting of the load point, ensuring a higher level of efficiency during operation of the drive unit.

[0092] The drive assembly 2 involves the conversion of chemical energy in an internal combustion engine 70, but allows for extended range electric motor driven operation in a simple and space saving manner at optimal internal combustion engine 70 efficiency levels.

[0093] FIG. 3 shows a cross-sectional view of the drive unit 1 shown in the schematic diagram of FIG.

[0094] In addition to the components or units already mentioned in relation to FIG. 2, FIG. 3 shows that the first electric rotating machine 20 configured as a generator is arranged in a generator compartment 100 that is essentially spatially separated from a gear compartment 45 in which the elements of the transmission 40 are arranged.

[0095] This allows the components in both compartments 45, 100 to be lubricated and / or cooled separately.

[0096] Furthermore, FIG. 3 shows power electronics 110 which are arranged on the upper side of the drive unit 1 and connected to the housing 10 .

[0097] Further components of the drive unit shown in FIG. 3 include a parking lock 111, an oil collection container 112 and high voltage terminals 113 for the electrical connection of the electric rotating machines 20,30.

[0098] 4 shows diagrammatically options for cooling and lubrication of the drive unit 1. The figure shows a coolant inlet 120 arranged to supply coolant from the cooling element to the power electronics and thus also to the transmission.

[0099] From the coolant inlet 120, the coolant reaches a second coolant circuit 122 assigned to the stator of the second electric rotating machine and then, via an overflow area 124, reaches a first coolant circuit 121 assigned to the stator of the first electric rotating machine.

[0100] The coolant may then be returned to the external cooling element via coolant outlet 123 .

[0101] Lubrication is provided, inter alia, by an oil recovery element 130, from which oil is splashed and collected by the differential gear 80. From there, the oil can be returned by an oil distribution element 131, in particular a shaft, to a return 132, which carries the oil to the sump.

[0102] Oil from the oil recovery element is advantageously supplied via the oil distribution element to all required points (eg bearings / teeth) for lubrication.

[0103] The drive unit and drive assembly proposed herein allow optimal operation with an economical design and in a space-saving manner. [Explanation of symbols]

[0104] 1 Drive unit 2 Drive Assembly 10. Housing 20 First Electric Rotating Machine 21 Rotor of first electric rotating machine 22 stator of first electric rotating machine 23 Rotating shaft of first electric rotating machine 30 Second electric rotating machine 31 Rotor of second electric rotating machine 32 Second electric rotating machine stator 33 Rotating shaft of second electric rotating machine 40 Transmission 41 Transmission Input 42 Shaft 43 1st gear ratio 44 2nd gear ratio 45 Gear Compartment 50 Intermediate shaft 51 First Gear 52 Second Gear 53 Third Gear 60 Differential Gear 61 Differential gear drive element 62 Wheel drive shaft 70 Internal Combustion Engine 71 Output elements of internal combustion engines 80 Direct connection 90 Electrical Connection 100 Generator Compartment 110 Power Electronics 111 Parking Lock 112 Oil collection container 113 High voltage terminal 120 Coolant inlet 121 First coolant circuit 122 Second coolant circuit 123 Coolant outlet 124 Overflow Area 130 Oil recovery element 131 Oil distribution element 132 Oil return to sump

Claims

1. A drive unit (1) for a drive train of an electrically powered motor vehicle, comprising a first electric rotating machine (20) designed for generator operation, a second electric rotating machine (30) designed for drive motor operation, and a transmission (40), in which a rotor (21) of the first electric rotating machine (20) is designed for direct mechanical coupling to an output element (71) of an internal combustion engine (70), and the second electric rotating machine (30) is configured as an internal rotor machine such that its rotor (31) is arranged radially inside its stator (32). and a rotor (31) of the second electric rotating machine (30) is coupled or can be coupled in a rotationally fixed manner to an input (41) of the transmission (40), characterized in that there is no torque-transmitting connection between the first electric rotating machine (20) and the transmission (40), and the first electric rotating machine (20) is designed as an external-rotor machine such that its rotor (21) is arranged radially outside its stator (22).

2. 2. A drive unit according to claim 1, characterized in that the rotor (21) of the first electric rotating machine (20) is designed as a flywheel for operating the internal combustion engine (70).

3. 3. A drive unit according to claim 1 or 2, characterized in that the rotation shafts (23, 33) of the rotors (21, 31) of the electric rotating machines (20, 30) are arranged axially parallel or coaxially.

4. 4. The drive unit according to claim 1, wherein the first electric rotating machine (20) is arranged in a generator compartment (100) that is spatially separated from the transmission (40).

5. A drive unit according to any one of the preceding claims, characterized in that the transmission (40) comprises at least one gear ratio stage.

6. Drive unit according to any one of claims 1 to 5, characterised in that the first electric rotating machine and / or the second electric rotating machine (30) are configured for cooling by a fluid.

7. 7. A drive unit according to claim 1, characterized in that the two electric rotating machines (20, 30) are connected to each other in a direct conductive manner or via power electronics or are connected to each other by a storage element.

8. A drive assembly (2) comprising a drive unit (1) according to any one of claims 1 to 7 and comprising an internal combustion engine (70), the internal combustion engine (70) being directly coupled in a rotationally fixed manner to the rotor (21) of the first electric rotating machine (20) by an output element (71) of the internal combustion engine (70).

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